The first unit we pushed through to get the testing started, the second build we will take pictures and give detailed instructions for assembly. For sure, the kit will contain all hardware/software necessary for the retrofit. The intercooler on the KJ is respectable, we may test some alternatives if packaging is feasible. Would you prefer an intercooler tuned for peak power or peak fuel economy?

If a current GDE tune customer wants to upgrade with the turbo kit, we will have a discount to offset a portion of the tuning costs. In this way, if you get the eco-performance tune now, you will have some reimbursement with the purchse of a turbo kit in the future and not have to pay full price.

Continuing to run the SEGR won't have any negative impacts. With the GDE calibration, the only time the EGR opens is in a maneuver with potential surging of the turbo compressor so the SEGR will keep this function from happening.

In all honesty, the only time you really and truly risk surging is when the EGR is active and the throttle valve is partially closed (this is done to create a larger pressure drop and help to flow more EGR) because, with the plate closed, the system volume is artifically less and can cause the surging (sounds like a chortling sound coming from the airbox). Since we optimized the EGR to be shut (and hence the throttle plate is open), surging really isn't an issue.

So, in the end, the SEGR won't have a vastly negative impact on how the GDE calibration operates.

The reflash will be included in the price of the kit, but we don't have anything definitive for costs yet.

As for an exhaust, we've seen no benefit whatsoever by going to a larger/catless/mufflerless exhaust. You can spend your money much better elsewhere versus a new exhaust, unless it's something you just can't leave alone.

With the OEM calibration, you'll find that peak boost is a pressure ratio of 2.335 bar respective to atmosphere at 2200rpm. On a boost gauge, you would see: (2.335bar - 1 bar (atm) ) * 14.7 psi/bar = 19.6245psi. In a transient maneuver you might see it spike up higher quickly, but in steady state conditions 20psi would be the max. However, at RPM climbs above 2200rpm, the boost setpoint falls off quickly, and by 3800rpm you're down to a 2.24 pressure ratio / 18.228psi.

With the GDE Eco-performance tune and the turbocharger at maximum speed limits, we have a boost setpoint that holds a 2.4 pressure ratio / 20 psi all the way from 1800rpm to 3800rpm. However, the real change is in the normal driving range where you'll see an increase, in some areas, of 5-6psi or higher.

There was never any changes to the boost setpoint that would've had customers seeing 26psi on a boost gauge - if they were, it would've been in a transient maneuver where the closed-loop boost governing wasn't reacting fast enough and allowed for an overshoot of the boost setpoint (most likely in first gear during a WOT).

Since we are receiving many various questions regarding the turbo kit, we will make our best efforts to put all the relevant information for the new turbo here:

- The kit is based around the Garrett GT1756V featuring the StepIII variable geometry design and REA (Rotary Electronic Actuator) controller

- This turbo has a smaller frame size which is important because it has less rotating inertia. This is important in two ways: faster spool time and higher boost levels
from higher permissible speed.
- Also, due to the better design of the VGT assembly, you can run higher boost during normal driving with less backpressure which equates to better fuel economy
- Peak boost during WOT maneuvers is much higher. With this capability we can run more boost and inject more fuel without making smoke. This means more power!

- Our engineering adaptations with this turbo installation allow the customer to use the production hoses from the air box to the compressor inlet, and the compressor outlet to the charge-air-cooler inlet -- this allows the customer to choose whether or not to upgrade these components based on their own preference

- What comes in the box:

- Brand new turbocharger assembly, modified by Green Diesel for fitment on the KJ engine
- Wiring connection to adapt previous connection to vacuum modulator to REA on new turbo
- New oil feed and drain lines
- New support bracket
- New turbo downpipe. You will remove the stock downpipe in front of the flexible coupling and attach the new downpipe.
- The kit will have provisions already included for installing an EGT probe pre- and/or post-turbine. Both locations will be plugged upon delivery, simply unscrew the one
you wish to instrument and install your thermocouple.
- New ECU tune (this is mandatory and is included in the price of the kit). No other tune (our Eco-tune, OEM, etc) will be compatible with this turbocharger.

- For those customers who wish to install a turbocharger speed sensor, we can have the compressor housing machined for this feature and ship the turbocharger with the sensor already installed. Due to the tight clearance that is specified for this sensor, GDE will not ship the the speed sensor uninstalled. Thus far we have only found one manufacturer who makes an analog sweep gauge for reading turbocharger speed, and its details can be found here: Garrett Turbo Speed Sensor Gauge

Up-close of modified turbine housing. This shows where a new flange corresponding to the KJ manifold (cut on waterjet machine) has been tig-welded onto the housing to properly orient the turbocharger once installed on the engine. This picture does not show it, but the throat of the housing (just after the flange) will be drilled and tapped for a thermocouple probe installation (all units will be delivered with this feature).

New downpipe included with kit. The flange for attachment at the turbocharger is 5-bolts and cut on waterjet machine. A bung has already been installed in the downpipe for thermocouple probe installation (gauges, etc) at the prescribed distance/location for proper measurement of temperatures. All piping is mandrel bent, and the end is designed for a slip fit over the stub of pipe coming out of the flex coupling.

Lancer wrote:As I actually live in England, I'm assuming that the TC that is referred to is the one that is fitted to the 2.8 CRD JK and presumably the CRD KK as well? If so, is it an easy switch to fit to the KJ, (presumably by a mechanic - I'm not that confident!) or is any cutting or other engineering involved?

The converter in question is the JK converter from a 2008 or newer vehicle, as the 2008 model year saw the increase to 460 N-m from the 2007 rating of 400 N-m.

The KA/KK vehicles use the W5A580 transmission, so that torque converter is not compatible.

The JK converter is just a direct drop in and shouldn't require any other modifications except enjoyment!

We are currently still in development for the Turbo Kit. We are taking a trip out west in mid-august for temperature and speed validation, so the earliest it would be available would be likely early-mid September.